Rerailer.



G. H. SARGENT.

BERAILER.

APPLICATION FILED MMI. 22, 1915.

Patented Feb. 1, 1916.

2 sHEETssHEET I IIIIIIIIIIIIII rllllllllllllllllllll Il IIIIIIIIII III HIII II G. H. SARGENT.

RERAILER.

APPLICATION FILED MAILZZ, I9I5.

RAPH co.. WASHINGTON, D. C.

f UjNrrED sfrnrnsrfn GEonGnH. SARGE'NT, or CHICAGO, ILLINOIS.-

f sin.

ERMLER.

To all whom t may concern: Y

Be it known that 1,GE0RGE'I-1SAnGENT, a citizen of the UnitedV States, andresidentof Chicago, inthe county ofY Cookand` State of Illinois, have invented vcertain new and use# ful Improvements in Rerailers', ofwhich the following is a speciiication.- f

Myfinvention relates'torerailing. and de-V railing devices and has'particular reference to a novel rerailer adapted for use inlstreet railway work.Y Y y l i An object in the construction of the pres'- ent device is to provide a rerailerwhich may be exceedingly .light and of small size. In street car work lit is, of course,'unnecessary to provide for the same elevation of the wheels as in steam railroad work but'many difliculties have been encountered in producing a rerailer which shall'be eflicient in all situations and which shall be of sufficiently light weight and smallsize to warranta pair thereof being carried by each car.

A further object is to provide a rerailer which is adapted to engage'the tread of the wheel instead of the fiange, thereby insuring a greater tractive eifortand obvia'tingfflange breakage. k

Astill further object is to providea device of this sort in which the portion of the device first engaging the wheel shall be very shallow to the end that the wheel need not overcome an abrupt incline'y in order to engage the rerailer.

A further advantage in the` present construction is in providing the wheel engaging inclines with corrugations or roughened sur; faces at the point of first engagement of the wheel therewith, this in conjunction with the fact that the tread of the Wheel is engaged and a comparatively great tractive surface is afforded which assures the easy engagement and elevation of the wheel without the danger of fiange breakage.

The invention will be more readily understood by reference to the accompanying drawings, wherein,

Figure 1 is a plan view of two of my rerailers associated in proper relation to the rails; Fig. 2 is a bottom plan view lof one of the devices; Fig. 3 is a side elevation thereof; Fig. l is a side elevation from the opposite side to that of Fig. 3; Fig. 5 is a section on the line 5 5 of Fig. 1, showing the wheel in the first position after engaging the rerailers; Fig. 6 is a section von the line 6'-'6 of Fig. l, showing the neXt position ofthe,

specificati@ of teneis Patent. f

wheels, and Figs. 7 and 8 are sections on the i Patented Feb. 1,1916. Application-tied March 2a; 1915.* semina. 16,086.

line7-8, 7 8 of Fig. 1, showing the wheels n in the act Vof being-rerailed.

The device consists essentially lin a body portionlOwhich is 'sloped as required, the high point being at the'iniddle. There isthe usual doubleangle of'inclination resulting `ma substantiallyv cylindrical outline. This body portion is preferablyY cast hollow and rated pointsof contact with the ground or payement and preferably these contact points including the ribs are corrugated to insurev a gripping action. Extending in allnement onopposite sides of thebody portlon are projections 13, the upper surfaces of which, as'shown in Figs. 3 and 4, are inclineddownward toward the ends of the projections, the elevation of the kends being of an'eXtent substantially equal'to the height ofthe iiange ofr a wheel. Thus a wheel may is strengthened by transverse and longitudinal lribs 1l, 12. vThis provides for sepainitiallyengage the projections on its tread surface without any material elevation of the wheel, it being understood that when,

derailed the wheels will rest upon their flanges. The upper surfaces of the projection'slare flattenedand corrugated, as at 14, thus providing a rather extensive area of contact along the tread of the wheel, the corrugations insuringr the proper engagement andmaking the elevation of the wheel more certain.'

Referring now to Figs. 5, 6, 7 and 8, it willbe seenthat the first engagement of the wheel 15, is on its tread portion 16, the tread engaging the flattened upper surface of the projections 13, and requiring substantially no elevation of the wheel in view of the contact of the flange 17 of the wheel with the ground or pavement. As the wheel is `slightly elevated by traveling up the incline 1t arrives at the point 18, as best shown in .Fig 6, at which the area of contact of the tread with the rerailer is lessened. .It is at about this point that the projection begins to merge into the body portion 10' of the rerailer. Tn the next position (Fig. 7 the wheel has ridden up until it is carried by the body portion and has begun to slide sidewise due to the incline of the rerai ler. The outside wheel, as shown to the right in Fig. 7, still has not contacted the rerailer with its flange, the tread carrying the entire load. The inside wheel, as viewed to the left in Fig. 7, is carried on its flange, the fiange having begun to slide down'the incline. In

. pounds.

Fig. S the position is shown as just preceding the rerailing of the wheelsV on the track, the outside wheel having slid down the incline on its tread and the inside wheel on its flange. Thus it will be seen that the two wheels'` are Vbrought into proper position4 with relation to the track with a very slight elevation and with an assurance of operation because vof the positive cooperation of the tread of the wheel with Ythe corrugated point or nose of theleading projections. A pair of devices constructed as described have been found extremely efficient in service and each replacer weighs approximately 15 Contrasting this with the weight of the devicescommonly in use it will be seen that there is much in favor lofvmy rerailer. v.

While the device has been described solely as a rerailer, it will be understood that it acts equally well as a derailer, the necessity for such use arising in street car work with frequency, particularly where cars are compelled to cross over atacertain location due to fires or blockades at which point there is no cross-over track. The device will also be found to be efficient for derailing heavily loaded wagons Vwhich find it impossibleto get out of the track. The exact angles and form of the device shown in the drawings are not essential to the satisfactory operation thereof and I therefore do not wish to be limited to the exact formshown and described.

I claim:

l. In a rerailer, the combination of a body of metal, the upper surface of which is curved, and a narrow tread-engaging arm projecting from, each side of said body portion, said varms lying in substantial alinement and being joined to said body portion Copies 0f this patent may be obtained for ve cents each, by addln'essingV the .Comrnssionerof Patents i March, 1915.

atfa point vsubstantiallymidway between the side edges thereof, substantially as described.

2. In a deviceof the class described, the

Y stantially asl described.

3.V A `rerailer composed of aconvexed body of metal, and a pair of integral,l narrow, op-

positely extending, inclined arms, said arms being joined to thevbody of the rerailer at a edges thereof, the upper surface of said arms being 'adapted to engage the tread yofV a wheel, the vertical thickness of the end Vof each larm being substantiallyequal tov the height of a wheel flange, substantially as .described.v

4. A. rerailer composed of aiconvexedbody ofmetal and a pair of oppositely projecting substantially alinied` arms which merge into such convexed portion, the kupper surface of the ends of such projections being flattened Y and corrugated, substantially as describedsag 5. Arerailer composed of a convexed body/ of metal and a pair of arms projecting in substantial alinement from opposite ends of rpoint substantialh; midway between the side said body of metal, saidl arms being .rela-gvtively narrow, the upper surface of the ends of the arms being iiattened and corrugated and adapted to engage a wheel tread, sub

stantially as described. v

Signed at Chicago, Ill., this GEORGE H. sanoirur.

Witnesses: l

F. G. DUNBAR, l. P. W. RAYMOND.

Washington, D. C.

18th day ofv 

